Vaporizer and fuelizer for internal-combustion engines



Nov. 5, 1929. R. F. GILDEHAUS, JR 1,734,723

VAPORIZER AND FUELIZER FOR INTERNAL COMBUSTION ENGINES Original Filed June 15, 1924 2 Sheets-Shee Nov. 5, 1929. R. F. GILDEHAUS, JR 1,734,723

VAPORIZER AND FUELIZER FOR INTERNAL COMBUSTION ENGINES Original Filed June 13, 1924 2 Sheets-Sheet 2 Patented Nov. 5 1929 arcsaaprnannnroxernnnszaus, an, or DALLAS, raxas vnronrzna 1am) runmznn For. mrnnuAL-oomaosrron enemas App1ication filed June 13, 1924-, Serial No. 719,723. Renewed May 9, 1829.

This invention relates to internal combustion engine fuel preparation, and more especially to vaporizer and fuelizer for internal combustion engines.

It is the especial object of this invention to.

provide means for the correct vaporization of modern gas engine fuel.

The present day gasoline, so-called, is in reality, a mixture of many different kinds of oil. These'components vary in specific gravity and vaporizing temperature and in fact,

' gasoline to heavy fuel oil can hardly be expected to produce an ideal mixture. Manifestly, some of the components will be completely atomized and reduced to fine drops while others will be discharged in comparatively large globules. It has been proven that such globules are the cause of crank case oil dilution, and the source of most carbon troubles now so prevalent in engines of this character. Devices have been produced which apply heat to the mixture leaving the carburetor jet with the idea of evaporating all of the fuel components. These have not operated satisfactorily since the tars and the like resulting from the distillation of the heavier ends simply burn upon the heating surface, depositing carbon until the device is rendered inoperative.

The herein disclosed invention provides means whereby the before-mentioned heavy lobules are removed from the vapor stream, are heated to drive off the lighter components and whereby theheavier components are removed from the heating surface before reaching a burning temperature, for re-coma b' t' with'li ht com onents to be a ain ma Ion g p g f bust on engine and having apreferred form of fuel discharger or trap attached thereto, 9

atomized. The action of atomization is, 0

course, mechanical, heavy ends can be vais shown in the appended drawings will serve porized and burned exactly as well as the lighter components if they can be broken up small enough. This invention provides for the recirculation and reatomization of the heavy ends until broken up in suificiently fine particles to mix with air, and to form a. true vaporous mixture for engine fuel.

It is a furtherobject of this invention to provide means whereby the heavier components and the larger globules will be first ex- 60 tracted from the gas stream, that these heavier liquids may first reach the coolest portion of' the heating surface and may, at the same time, have the longest path to travel before final discharge. It is also the purpose of this 55 invention to provide means for so equalizing pressures between the separator and the atmosphere or fuel supply that discharge may be effected from the separating device, irrespective of manifold or gasoline tank pressures, automatically and continuously, uninfiuenced by other automobile or engine r echanism.

That embodiment of my invention which to present a form of apparatus which is adapted to perform the steps in my process and the description herewith will serve to make clear the means of accomplishing it. While this is a preferred cmbodimentof my invention, it will be understood that many other forms of apparatus may be used with results of a beneficial nature.

Fig. 1 is a cross-sectional elevation in that embodiment, especially adapted for vertical arrangement.

' Fig. 2 is a cross-sectional elevation of my device in apreferred embodiment for horizontal arrangement.

Fig. 3 is a cross-sectional view of the valve mechanism shown in Fig. 2, taken upon the line 33 showing a second valve position.

Fig. 4; is a cross-sectional view of the valve mechanism shown in Fig. 2, taken upon the line 3-'-3, showing a third valve position.

' Fig. 5 is an external elevation of the device shown in Fig. 2, as applied toan internal comsaid trap being shown in section to disclose the internal mechanism thereof.

Fig. 6 is a plan view of'a detail of the valve mechanism and-is taken upon line 6-6 of Fig. 5.

Rererrihg first a Fig. 1, the intake mani- 1 fold of the engine is indicated at 10, the exhaust manifold at 12, and the carburetor connection at 14, it being understood that these three may assume any of the various forms well knownto those skilled in the art.

The carburetor may assume any of the forms adapted to atomization of fuel and for the mixture therewith with air to form-a vaporous or gaseous mixturewhich for the sake of simplicity herein will be referred to in the following pages as a gas. In this particular form the carburetor connection 14, is shown as being above the intake manifold 10, but it.

hot gases. within the casting 20. However,

it will be evident that casting 20 may be provided with a second opening or vent to assist in producing a circulation of the hot exhaust gases. Casting 20 has an upper head 24 secured thereto by such means as the screws 26 and a lower head 28, forming acollection chamber 30, for purposes which will be hereinafter described.

Clamped between heads 24 and 28 and the casting 20 is a tubular wall 32. Wall 32 is best made with corrugations 34:, which serve the dual purpose of increasing the heating.

surface exposed to the exhaust gases within the casting 20 and todii ect liquid downwardly to the chamber .305 ,Within the Wall :32 is secfired a spiral or worm member 38, while adjacent the lower end of the corrugations 342, but slightly separated therefrom s a receiving nozzle 40, 'comm'uni'cating with and forming a part of'the connection 10 of the intake manifold 10. A' chamber30 is pro vided with a drain 42 which may be connected through a loop or liquid seal, trap or like device, to the carburetor fuel supply chamber or to thefuel tank. A. preferred form of such tralphis shown in Fig. 5.

e separator here shown (Fig. 5) is of'the horizontal type which will be'hereinafter described, but it will be understood that the trap is equally applicable to the vertical form of separator ya slight modification in pipin connections. a 7

ie trap consists of a. body closed at its top by such means as a removable-"cover 72, secured to body 70 by thethreaded studs 73, engaging the body flange 74.. At its bottom the separator and intake manifold.

body 70 preferably tapers inwardly as at 75, to engage athreaded-fitting 76, which in turnreceives a screw plu {77. A gasket 78 being ing an internal passageway'81, terminating at its top in a chamber 82, closed by plug 83. Chamber 82 also communicates thru ball check valve'84 and passage 85 with the -interior of body 70. Thus it will be seen that iven an equal pressure in the body 70 and in the passa 'e 81, liquid within the body and abovecham er 82 will be dischargedthru I passage 81 by gravity,

' Body 70 is also provided witha side bushings? which serves as aseat for a flap check valve 89, guided and supported by studs 90. Member 87 serves as a connection for a con tinuation of the drain 42 of the separator; It will therefore be'seen that when the pressure within body 70 is the same as that within the separator, the separated fuel components will discharge thru drain 42 and valve 89 into body 70, and-that when the pressure in the separator is lower than that in body- 70 valve 89 will be held closed, preventing-return flow to the separator. As will be understood, separator and intake manifold usually operate at considerably less than atmospheric pressure. It is therefore necessary, if the separated liquids are to be continuously removed thru the body 70, that means be pro- .Vided \vm-reby the pressure in body 70 is at times. the same as that in the separator, so that liquids will. be drained therefrom and at other times, the same as that pressure cx isting in the fuel tank or other pointof discharge for the liquid depositedi'n body 70. To effect this uecessarypreSsure change, antomatically, I have provided a float 92, which is actuated by. theaccumulated discharge from. the separator. Float 92-, thru rod 93, and lever 94-, actuates a connecting rod 95, which further actuates a double lever 97 fulcrumed. upon the pin 99 of the standard 100, I secured to, the cover 72. A second standard,

102, projecting downward from cover 72 provides a, fulcrum 103,. for the lever 94; and a guide 105,. for the connecting rod 95; Also secured tocover 72 is a-furl'her projection 107, which provides a pivotpoint 108 for the valve actuating lever 110.-

" 'Lever 110 thru a yoked stem I12 actuates a valve 114, controll ng an equalizer connection 115, communicating with the interiorof Lever 110 also controls the operationref a vent valve 120, which has a stem 121, provided with tap motion, but which contact with lever-110 near pets 122, which allow a certain amount of lost two arms of the double lever 97.

The operation of this valve gear'is as follows: Assuming the float to be in its lowest condition, as would be the case when body 7 0 downward thru connection 42 to the body 70. As the liquid rises within body 70, float 92 is lifted until cross bar 128 rises above the level of fulcrum 108 and the valve lever centre. Springs 127 now exert an upward pull upon the lever 110 and lift it with a snap action to its highest position, closing valve 114 and opening vent 120. The opening of vent 120 admits air to the body 70 and the suction in drain connection 42 closes valve 89. The head of liquid within body-70 has now been relieved of theintake vacuum and is free to lift the ball check 84 and to discharge to the fuel tank. The discharge of this liquid lowers float 92 and the cross bar 128 until it is again below fulcrum 108, when the valve lever snaps back to its original position, opening the equalizer 115, closing the vent valve 120, and permitting valve 89 to again reopen. This cycle"of operations is repeated as often 'as may be necessary to discharge the liquids removed from the gas stream by the separator. Manifestly, this trap will operate regardless of the degree of vacuum within the intake manifold and without regard or dependence upon engine operation. In the event thata pressure fuel tank is employed vent valve 120 may be connected thru suitable piping to the tank and transfer will be effected exactly the same as though operating at atmospheric pressures.

It will also be clearly seen that in the event that the trap must be located below the fuel tank in order to receive the liquid from the separator, this trap may discharge to the carburetor float chamber or may be supplied through vent 120 with air or gas under pressure, from any suitable source, so that the opening of the valve 120 will apply pressure to the liquid contained in body 70, and force it upward against any desired. head.

The preferred form of trap, which has just been described is particularly suited to my purposes, and it will be seen that its combination with a separator means herein described, forms a self-operative and entirely automatic system whereby the eng ne fuel vapor is automatically purged of unatomized and of partially atomized fuel, which is returnedwithout substantial accumulation and as a part of a continuous process to the unatomized fuel for reatomization after dilution and readmixture.

The bottom of body 70, below the passage way 85 forms a convenient sediment chamber for the reception of any solid matter not readily dissolvable in new fuel. This chamber may be easily and quickly cleaned out by the removal of plug 77. i

In some cases, I have found it convenient to dispense with the trap mechanism which has just been described and to connect drain 42 directly with an auxiliary atomizer in the form of a Venturi throat 44, connecting thru the tube 46 with a carburetor connection 14. Projecting upwardly into throat 44 is a tube =48, controlled by a cook 50, having a handle 52.. Tube 48 may thus be opened to the exterior air to provide a blast sweeping throat 44 and assisting atomization'thereln.

The operation of thisdevice is, briefly, as follows: Assuming that the engine is starting from a cold condition all of the parts, are, of course at the temperature of the surthe carburetor, thru the connection 14 As this mixture passes downward as indicated by the arrows,-worm 38 imparts a whirling motion to the gas and the heavier'particles or globules, which have not been broken up by the carburetor, are thrown outward to.

a the exhaust manifold 12, hot gases are driven into the casting 20 and heat the wall 32. As this wall 32 becomes warm, the heavy liquid particles thrown against it are partially volatilized by the heat and their lighter components are driven ofl to be swept onward with the vapor stream to the engine.

It should beunderstood, however, that while these heavier liquids are being subjected to the heat conveyed thru the walls 32, they are at thesame time moving downward toward the chamber 30, under the impulse of the gas stream and of gravity.. Thus heat is never supplied so rapidly as to completely 95 rounding atmosphere. The movement of the pistons produces a partial vacuum in the intake manifold 10, drawing in mixture from Y I become.

evaporate the heavy components and the tarry ingredients are not burned u'poh' the heating surface, no matter how hot it may In other words, the process is a continuous one rather than periodic, as is the-casewith the ordinary hot spot devices, so-called. As has'been previously stated the liquids from the chamber 30 may be remixed with fresh fuel for dilution, and reatomized in'the carburetor or may bev atomized by means of an air or hot gas blast from the tube .48 in the throat 44.

Referring now in particular to the horizontal form of my device as illustrated in Fig. 2, the casting will be seen to be provided with heads 24 and 28*, very similar to the heads described in connection with Fig. 1. The inner wall 62 differs from the I wall 32 in that its corrugations are preferably circumferential rather than longitudinal andare connected by means of a single longitudinal groove 61, so that the corruga";

tions drain naturally to the chamber 30*, similar in purpose to the chamber 30, already described. In this form I foundfit convenient to combine the Venturi throat with the car buretor connection 14, and to connectjthe' drain 42 by'meansof a pipe connection 62 to the Venturi reatomizer.

Cock is preferably of the three-way type, being provided with an atmospheric connection 64, and with a connection 66, which may'commu'nicate with an air heater and therethru to the atmosphere, or may communicate with the exhaust passages so that a hot blast may be drawn thru the tube 48 to atomize the-liquid in throat 44. The cock 50 is controlled by a handle 52, and when in the position shown in Fig. 2, a hot blast is delivered to the reatomizer. lVhen the cock is inthe position shown in Fig; 3, no

blast is provided in the tube 48, and atomization is caused entirely by the action of throat 44. When cock"50 is inits third position,

' that shown in Fig. 4, air is drawn thru the connection 64 directly from the atmosphere.

It will be understood that a suitable cock may be introduced in the connection 62 76 will illustrate the possible arrangement of the vertical-one. Gas enters thru-the carbu such a cock.

The operation ofthe horizontal form of device is very similar to that described for retor connection 14, a whirling motion is imparted by the worm 38, the heavy globules are caught by the corrugated wall 60, directed downwardly to thelongitudinal groove 61, thence to the chamber 30 and out to the drain connection 42 for recombination with fresh fuel and reatomization or for direct reatomization as has already been described.-

No'zzle 40 differs from nozzle 40 in detail,

thereto. Such is not the'ca-sein this present device, .the heavy components are "takencare of irrespective of the engine temperature, are not overheated, and are not lost because oftemperatures lower than those suited for economical engine operation. L

It will, of course, be manifest that while the structure which has beenshown is that preferred for the accomplishment of my process of treating engine fuels to provide a truly gaseous combustible mixture to the engine cylinder, Clearly, many alterations in the structure may be made without departing from the scope of my invention, as for instance, the centrifugal separation of theglobules; any form of separation will serve for the production of beneficial results. The

same is true of the method and means of heating and of reatomization. It will also be clear that many other changes may be made in the elements of my combination and' in the complete combination withoutdeparting from the spirit of my invention and the scope of the appended claims.

lVha-t I- claim is: '1. A continuously operative process for.-

treating internal combustion engine-fuels comprising, atomizing the liquid fuel, mixing air therewith to' form a predetermined fuel mixture, imparting rotary motion to the air and atomized fuel mixture to force the larger liquid particles therefrom, arresting the liquid particlesso forced and applying heat thereto as arrested and before collection, then collecting particles unvolatilized by the said heat application removing such component particles from the point of collection and altering their pressure to that'of the original fuel before atomization, then remixing the component particles so removed with the liquid fuel before primary atomization to form a new fuel liquid and feeding same for atomization.-.

2. In a device for treating the heavy ends of. internal combustion engine fuel, means between the fuel atomizer and the engine comprising a spiral gas passage, a corru ated surface surrounding said passage, and orm ing the outer wall thereof, an'exhaust gas chamber surrounding said corrugated surfaceand supplying heat thereto, means adjacent the end of said passage for receiving vapors from said surface and from said gas passage, receiving means surrounding said. vapor reception means for the collection of liquid drained from said corrugated surface and and a separated liquid collection chamberat the end of said wall, and an automatic discharge device including valves and operating mechanism therefor, said exhaust gas chamber serving to heat said duct wall, said sep+ arating mechanism serving to deflect large liquid particles from the duct vapor to the aforesaid heated wall, said heated wall serving to drive ofl' the readily volatilized components of said liquid, said collecting chamber serving to direct the unvolatilized components to said'discharge device, whereby they are mechanicall relieved of intake pressures and automatica ly discharged without accumulation. I i

4. In a fuelizer for internal combustion engines, means in the intake manifold for separ'ating out the condensed liquid particles of fuel from the gaseous fuel stream, and means for rendering the first said means continuously operative comprising a closed body pro vided with a bottom discharge, controlled by an'outwardly opened check-valve, with a side inlet from said separator also provided with a check valve, with an equalizer connection to said separator, with a vent valve, and with a connecting valve gear controlling said equalizer and vent valve and operated by a floatwithin said body whereby the rise and fall of liquid within said body controls conditions therein and liquid discharge thereto and therefrom for continuous operation.

5. In a fuelizer for internalcombustion engines, a centrifugal separator inserted between the engine carburetor and the engine, said separator comprising an inlet dischargwith valves,

let having an outwardly-opening check valve therein and with an equal zing connection to said separator and aventtot e atmosphere,

said equalizing connection and vent provided.

a valve gear for said equalizing andven't valves and a float attached thereto responding to the liquid "level withinv said trap body to actuate therefrom a the said equalizing and vent valves to control thepressure within said body whereby the operationof the-said valves .in the trap inlet and discharge is efi'ected and liquidremoved from said-separator to the atmos here unefiected by pressure differences there etween.

7. In a vaporizer and fuelizer for internal combustion engines, a body casing having removable end heads, a tubular corrugated wall having each of'its ends clamped to one of .the said heads in registry with an opening therein, an inlet nozzle mounted in one of said heads and projecting inwardly "therefrom into said tubular Wall whereby an annular chamber adjacent said head and opening to said tubular wall interior but out of the vapor stream is rovided, a drain leading from said cham er for" liquids therein," a bypass tube leadin from said drain'around said tubular Wa 1,41 Venturi throat in said tube and an atomizing jet discharging to the inlet of said venturi, and spiral worm mounted within said tubular wall beyond said vapor nozzle.

- Signed at Dallas, in the county of and State of Texas, this-3rd day of June,

RICHARD FREDERICK GILDEHAUS, Jr.

ing to a spiral baffle arranged within a, v

tubular corrugated wall surrounded by a heating chamber connected with the engine exhaust, said wall terminating at one end in a chamber surrounding an outlet nozzle and provided witlna discharge for fuel, components thrown outward to said wall by the rotary motion imparted to the vapor from said carburetor by said spiral bafile and not volatilized by therwall heat. I 6. In a fuelizer. for internal combustion engines, a separator substantially as set forth in claim 5 in'combination-"with a discharge trap connected to the chamber discharge and comprising a trap body connected to said separator discharge and having an inwardly mlet valve over such connection,

openin said b y also provided with a discharge outdeposited 

